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« Descending through the clouds, trusting nothing but our instruments. Slowly decelerating, selecting flaps on schedule to create the perfect combination of drag and lift from the massive wings far behind my cockpit. Gear down: the enormous garage doors of the main landing gear open up, and I can... literally feel the added drag as the engines spool up to maintain sufficient forward speed. Speedbrakes armed, flaps to 30 — our final landing configuration. Landing checklist complete. All that’s left to do is find the runway and set her down nice and easy. Through the murky quagmire of rain, wind, and cloud, part of the approach lights become visible — the first sign of landfall in hours, for this aerial freighter in search of a port. Wipers on. We need all the visibility we can get now. “Approaching Minimums,” announces the automated system — meaning we are just 100 ft (30 metres) above our decision altitude. If we don’t see the runway at ‘Minimums’, we’ll have to abort the approach. With the approach lights in sight and close to the ground, my First Officer disengages the autopilot and continues manually, just as briefed. “Minimums.” The runway is clearly visible through the rain. I call “Continue.” Seconds to go: small but deliberate inputs on the controls and thrust levers with our eyes focussed on both the runway and flight instruments. The radar altimeter counts down the last few feet. Touchdown. Speedbrakes up. Reversers normal. We fly by numbers, but land with feel. That part never changes. » ©️ Christiaan van Heijstshow more

Virginie Sigonney 🇫🇷

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28,519 просмотров • 8 месяцев назад •via X (Twitter)

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Why the 737 landing gear lever has an “OFF” position ✈️ It’s a question I get asked quite often and understandably so! “OFF” isn’t a logical position for the landing gear! The landing gear is retracted into the belly of the aircraft using hydraulic pressure. Once the gear is fully up, mechanical uplocks hold the gear safely in position. However, with the lever in the UP position, hydraulic pressure is still being applied to the system. This is unnecessary now that the gear is being held up with mechanical latches and places extra demand in the hydraulic pumps. So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist. This simply removes hydraulic pressure from the retract lines. When the pilots configure the aircraft for landing, we move the landing gear lever from OFF to DOWN. This action releases the mechanical up locks and the gear is lowered using a combination of hydraulic pressure, gravity and air loads. Once the gear is fully down and locked, a green light - one for each set of wheels, will illuminate. Should the primary gear down sensors fail, we have a second set of green, gear down indicators on the overhead panel. As long as the gear is indicating down and locked on either the primary or standby indicator, the gear is down and locked and safe to land on 👍 In the very unlikely event that the gear won’t lower normally using the landing gear lever, we have a standby gear lowering system which allows the crew to manually release the gear uplocks and allow gravity to lower the gear - see my reel showing that system in operation . With airlinepilotperformance

Why the 737 landing gear lever has an “OFF” position ✈️ It’s a question I get asked quite often and understandably so! “OFF” isn’t a logical position for the landing gear! The landing gear is retracted into the belly of the aircraft using hydraulic pressure. Once the gear is fully up, mechanical uplocks hold the gear safely in position. However, with the lever in the UP position, hydraulic pressure is still being applied to the system. This is unnecessary now that the gear is being held up with mechanical latches and places extra demand in the hydraulic pumps. So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist. This simply removes hydraulic pressure from the retract lines. When the pilots configure the aircraft for landing, we move the landing gear lever from OFF to DOWN. This action releases the mechanical up locks and the gear is lowered using a combination of hydraulic pressure, gravity and air loads. Once the gear is fully down and locked, a green light - one for each set of wheels, will illuminate. Should the primary gear down sensors fail, we have a second set of green, gear down indicators on the overhead panel. As long as the gear is indicating down and locked on either the primary or standby indicator, the gear is down and locked and safe to land on 👍 In the very unlikely event that the gear won’t lower normally using the landing gear lever, we have a standby gear lowering system which allows the crew to manually release the gear uplocks and allow gravity to lower the gear - see my reel showing that system in operation . With airlinepilotperformance

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The safety and wellbeing of our passengers and crew remain our highest priority. We understand the concern following the runway excursion involving our Lagos–Benin flight, which occurred after landing in Benin, and appreciate the support, patience, and understanding shown by our passengers, partners, stakeholders, and the travelling public. We remain committed to the highest standards of safety and will continue to work closely with the relevant authorities as investigations continue. At this time, the Benin Airport runway has been temporarily closed, and we will continue to provide updates through our official channels as more information becomes available.

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An E145 Jet made a bad landing yesterday which lead to the destruction of the plane, everyone got off safely, but a passenger posted video showing the landing and evacuation. Must take some resolve to just keep recording as the plane is scraping along the runway on fire. Looks like the plane touched down short of the runway, a situation that was likely incompatible with keeping the landing gear attached.

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441,582 просмотров • 1 год назад

Made a stupid mistake today and forgot to put in the second stage of flaps for landing. I remember wondering why I couldn't get the plane slow enough for my normal approach speed, you can even see me doing a forward slip. Ended up using 2/3 of the runway rather than the 1/3 I normally need. But as soon as things were not matching expectations I should maybe have gone around and figured things out.

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